DE102014007493A1 - Internal combustion engine with intake system comprising a Gesamtansaugleitung - Google Patents

Abstract

The invention relates to an internal combustion engine having at least one cylinder head (10) with at least one cylinder (1, 2, 3, 4) with a piston displaceable along a longitudinal axis of the cylinder, the at least three inlet openings (1a, 1b, 2a, 2b, 3a, 3b, 4a, 4b) for supplying charge air into the at least one cylinder (1, 2, 3, 4) via the intake system (8, 8a, 8b), wherein - to each inlet opening (1a, 1b, 2a, 2b, 3a , 3b, 4a, 4b) a suction line (51, 52, 53, 54) leads, and - the suction lines (51, 52, 53, 54) to form a collection point (7a) and an intake manifold (8a, 8b) to a Merge the entire intake line (7). It should be provided an internal combustion engine of the type mentioned, which is optimized in terms of the intake system. This is achieved with an internal combustion engine, which is characterized in that - the Gesamtansaugleitung (7) has a cross-section which has no sudden change in the flow direction.

Description

• – zu jeder Einlassöffnung eine Ansaugleitung führt, und
• – die Ansaugleitungen unter Ausbildung einer Sammelstelle und eines Einlasskrümmers zu einer Gesamtansaugleitung zusammenführen.

The invention relates to an internal combustion engine having at least one cylinder head with at least one cylinder with a piston displaceable along a longitudinal axis of the cylinder, which has at least three inlet openings for supplying charge air into the at least one cylinder via the intake system

• - leads to each inlet opening a suction line, and
• - Merge the suction lines to form a collection point and an intake manifold to a Gesamtansaugleitung.

An internal combustion engine of the aforementioned type is used for example as a drive for motor vehicles. In the context of the present invention, the term internal combustion engine includes diesel engines, gasoline engines, but also hybrid internal combustion engines, d. H. Internal combustion engines, which are operated by a hybrid combustion process, as well as internal combustion engines, which have an electric motor which can be electrically connected to the internal combustion engine, which receives power from the internal combustion engine or additionally delivers power.

Internal combustion engines have a cylinder block and at least one cylinder head, which are connected to form at least one cylinder. In order to control the charge cycle, an internal combustion engine requires control devices - usually in the form of globe valves - and actuators to operate these controls. The required for the movement of the valves valve actuating mechanism including the valves themselves is referred to as a valve train. Often, the cylinder head serves to accommodate the valve train.

As part of the charge exchange, the exhaust of the combustion gases via the outlet openings of the at least one cylinder and the filling of the at least one cylinder with fresh air via the inlet openings takes place. If the internal combustion engine is equipped with exhaust gas recirculation, the charge air can also comprise exhaust gas in addition to the fresh air sucked in from the environment. If the fuel is not injected directly into the cylinder but, for example, introduced into the intake system upstream of the at least one cylinder, not only the fresh air or charge air but also the fuel is supplied to the at least one cylinder via inlet openings.

It is the task of the valve drive to open the intake and exhaust ports in time or to close, with a quick release of the largest possible flow cross sections is sought to keep the throttling losses in the inflowing and outflowing gas flows low and the best possible filling of a cylinder or an effective, d. H. To ensure complete removal of the exhaust gases.

The intake ducts that lead to the inlet openings are at least partially integrated in the cylinder head according to the prior art and are usually brought together to form at least one so-called intake manifold; often to a single overall suction line.

In the internal combustion engine, which is the subject of the present invention, the intake pipes are combined to form a collection point and an intake manifold to form a Gesamtansaugleitung.

To the intake system of an internal combustion engine different requirements are made. Thus, inter alia, an arrangement and design of the intake lines is sought, which leads to the lowest possible pressure loss in the sucked charge air in order to ensure a good filling of the at least one cylinder.

The geometry of a suction line also has an influence on the charge movement in the combustion chamber of a cylinder and thus on the mixture formation, especially in direct-injection internal combustion engines. Often, therefore, the suction lines are formed with a view to generating a so-called tumble or swirling flow to accelerate and assist mixture formation, a tumble being an air vortex about an imaginary axis parallel to the longitudinal axis of the crankshaft and a swirl Air vortex is called, whose axis is parallel to the piston or cylinder axis.

During the charge cycle, the pressure varies along the flow path in the intake system. Such local pressure fluctuations propagate in gaseous media as waves. In order to make these dynamic wave processes usable for the optimization of the charge exchange, the intake system can be designed in such a way that towards the end of the intake stroke arrives at the inlet openings an overpressure wave, which leads to a compression and thus to a certain reloading effect. Targeting are also in length variable suction lines.

According to the prior art, the intake system always has a so-called plenum, which serves as a large-volume collecting container to calm the intermittently sucked fresh air. Due to the principle, the plenum is due to the required volume of a compact design of the intake system contrary.

In the intake system or the Gesamtansaugleitung can open a variety of additional lines, such as the bypass line of a charge air cooler, the bypass line of a compressor or the return line of an external exhaust gas recirculation.

The exhaust gas recirculation, ie the recirculation of combustion gases from the Abgasabführsystem in the intake system, is a concept for reducing nitrogen oxide emissions, with the exhaust gas recirculation rate can be significantly reduced with increasing exhaust gas recirculation rate. In this case, the exhaust gas recirculation rate x _{AGR is} determined to be x _AGR = m _AGR / (m _AGR + m _{fresh air} ), where m _{AGR denotes} the mass of recirculated exhaust gas and m _{fresh air is} the supplied, optionally through a compressor and compressed fresh air. Exhaust gas recirculation is also suitable for reducing emissions of unburned hydrocarbons in the partial load range. In order to achieve a significant reduction in nitrogen oxide emissions, high exhaust gas recirculation rates may be required.

The intake system should also take into account the problem that, as part of a charge air cooling previously liquids in the charge air, especially water, can condense out, when the taut temperature of a component of the gaseous charge air flow is exceeded. The precipitated condensate must be removed in any way from the intake system, optionally in the cylinders of the internal combustion engine.

If a compressor of an exhaust gas turbocharger is provided in order to charge the internal combustion engine in the intake system or in the total intake line, this compressor should be as close as possible to the inlet, d. H. be arranged at the inlet openings of the cylinder, to ensure in this way a rapid response of the internal combustion engine during the load change. The volume of the line system between the inlet openings of the at least one cylinder and the compressor should be as small as possible for this purpose.

In addition, internal combustion engines can be equipped with a heating device which is arranged in the intake system and serves to heat the charge air. The heating of the charge air can serve different purposes, for example the shortening of the warm-up phase after a cold start. In addition, such a heating element can be switched on during the regeneration of a particulate filter, as well as when the engine torque and the engine speed fall below a predetermined minimum value.

It should also be considered that a rapid heating of the internal combustion engine by means of preheated charge air leads to a faster, in the present case indirect heating of the engine oil. The concomitant decrease in viscosity causes a reduction in friction or friction, especially in the oil-supplied bearings; an effect that has an advantageous effect on the fuel consumption and thus on the carbon dioxide emission of the internal combustion engine.

The conventional intake systems known from the prior art still have considerable potential for improvement with regard to the numerous requirements set out above.

In view of the foregoing, it is an object of the present invention to provide an internal combustion engine according to the preamble of claim 1 which is optimized with respect to the intake system.

• – zu jeder Einlassöffnung eine Ansaugleitung führt, und
• – die Ansaugleitungen unter Ausbildung einer Sammelstelle und eines Einlasskrümmers zu einer Gesamtansaugleitung zusammenführen, und die dadurch gekennzeichnet ist, dass
• – die Gesamtansaugleitung einen Querschnitt hat, der in Strömungsrichtung keine sprunghafte Veränderung aufweist.

This object is achieved by an internal combustion engine having at least one cylinder head with at least one cylinder with a piston displaceable along a longitudinal axis of the cylinder, which has at least three inlet openings for supplying charge air into the at least one cylinder via intake system, wherein

• - leads to each inlet opening a suction line, and
• - merge the suction lines to form a collection point and an intake manifold to a Gesamtansaugleitung, and which is characterized in that
• - The Gesamtansaugleitung has a cross section which has no sudden change in the flow direction.

The intake system of an internal combustion engine according to the invention has a Gesamtansaugleitung without abrupt cross-sectional change. This implies, in particular, that the intake system does not have or require a large-volume collecting container for calming the intake fresh air or charge air, since such a collecting container is regularly accompanied by an abrupt change in cross-section.

Due to the fact that the cross section does not change abruptly, turbulences can be avoided and the charge air can be directed in the direction of the inlet openings with the lowest possible pressure loss. In this way, a good filling of the at least one cylinder is ensured.

The lack of a plenum allows a compact design of the intake system, with this constructive feature of the intake system according to the invention a technical prejudice is overcome, because a plenary is usually considered indispensable and necessary.

The inventive design of the intake system leads to a reduction of the volume and to a reduction of the heat-transferring surface of the intake in the region of Gesamtansaugleitung. A smaller volume of the intake system according to the invention leads to a compact intake system and thus to a compact internal combustion engine and optionally permits integration of the inlet manifold into the cylinder head. In any case, the smaller volume simplifies the most extensive integration of the intake system in the cylinder head. This also has advantages in the use of an exhaust turbocharger, since a compressor arranged close to the inlet openings of the cylinders, due to the small volume of the downstream intake system, ensures a good or improved response of the internal combustion engine.

A reduction of the heat-transferring surface leads to a reduced heat transfer between the charge air in the intake system and the material which forms the intake system or the total intake line. The reduced surface supports the heating of the internal combustion engine after a cold start and counteracts a cooling of the charge air. The reduced surface also inhibits the heating of a cooled by means of charge air cooling charge air at an operating temperature heated internal combustion engine.

The risk that in a charge air cooling previously condensed gaseous in the charge air liquids, especially water, fall below the trough temperature is reduced.

The Gesamtansaugleitung the internal combustion engine according to the invention solves the problem underlying the invention, namely to provide an internal combustion engine according to the preamble of claim 1, which is optimized with respect to the intake system.

An internal combustion engine according to the invention may also have two cylinder heads, if several cylinders are arranged distributed on two cylinder banks. Then each cylinder head has at least one cylinder.

Particularly advantageous embodiments of the internal combustion engine, in which the intake system has no plenum. Reference is made to the statements already made.

Further advantageous embodiments of the internal combustion engine according to the subclaims are discussed below.

According to the invention, the charge air introduced via the intake system or the entire intake manifold is distributed to at least three intake openings, which may belong to a single cylinder, but also to two or three or more cylinders.

Embodiments of the internal combustion engine in which the at least one cylinder head has at least two cylinders arranged in series along the longitudinal axis of the cylinder head are advantageous.

Embodiments of the internal combustion engine in which the at least one cylinder head has at least three cylinders arranged in series along the longitudinal axis of the cylinder head are advantageous.

In this context, embodiments of the internal combustion engine in which each cylinder has an inlet opening for supplying charge air via the intake system are advantageous.

Particularly advantageous embodiments of the internal combustion engine, in which each cylinder has two inlet openings for supplying charge air via intake system.

As already mentioned, as part of the charge cycle, the aim is to rapidly release the largest possible flow cross-sections, in order to keep the throttle losses in the inflowing charge air low and to ensure the best possible filling of the cylinder. Therefore, it is advantageous to have more than one inlet opening, i. H. provide at least two inlet openings.

In this connection, embodiments of the internal combustion engine in which the intake lines of a cylinder merge within the cylinder head to form a cylinder-associated sub-intake line are advantageous. Otherwise, the number of emerging from the cylinder head suction increases significantly, which is associated with disadvantages in terms of installation and tightness of the intake system.

In this connection, however, embodiments of the internal combustion engine may nevertheless be advantageous in which the intake lines of a cylinder outside the cylinder head merge in each case into a cylinder-associated sub-intake line.

Embodiments of the internal combustion engine in which the intake manifold has a round inner wall in a transition region from the total intake line to the collection point are advantageous. The round inner wall serves to guide the flow and thus counteracts a tearing off of the flow from the inner wall. Turbulence is avoided.

In this connection, embodiments of the internal combustion engine in which the round inner wall provided in the transition region has, at least in sections, a radius of curvature R ₁ with R ₁ ≥ 15 mm, are advantageous.

Embodiments of the internal combustion engine which are characterized in that: R ₁ ≥ 20 mm are also advantageous in this context.

Embodiments of the internal combustion engine which are characterized in that: R ₁ ≥ 25 mm are also advantageous in this context.

In addition, embodiments of the internal combustion engine that are characterized in that: R ₁ ≥ 30 mm are advantageous in this context.

The greater the radius of curvature R _{1 of} the inner wall in the transition region, the more advantageous this is for the flow guidance.

With regard to the transition region, embodiments of the internal combustion engine in which the outside wall has an acute angle .alpha..ltoreq.90.degree. Are advantageous, which have a first plane A applied to the outside of the overall intake line upstream of the transition region with a downstream of the transition region from the outside to the Inlet manifold applied second plane B forms, wherein the first plane A and the second plane B parallel to the longitudinal axis of the at least one cylinder. An acute angle α makes it possible, in particular, to supply the outer cylinders of a multi-cylinder internal combustion engine with charge air under low pressure loss and with the formation of as little flow turbulence as possible. This applies in particular in combination with a large radius of curvature R ₁ according to the invention.

The intake system is symmetrical at least in parts has advantages. A mirror-image design of cylinder-associated intake systems of a pair of cylinders leads to physical, in particular fluidically same, but at least very similar boundary conditions at the cylinder inlet. In particular, equal pressures or pressure ratios can be generated at the cylinder inlet. So arrive at the charge exchange of the same size charge air quantities in the cylinder and a possibly generated when flowing into the cylinder charge movement is uniform at the two cylinders of the respective cylinder pair. In this context, it must be taken into account that any deviation or variance occurring from cylinder to cylinder is to be regarded as disadvantageous both thermodynamically and mechanically.

In internal combustion engines having at least one cylinder head with at least three cylinders arranged in series along the longitudinal axis of the cylinder head, embodiments are therefore advantageous, which are characterized in that the intake systems of the two outer cylinders are symmetrical with respect to a center plane perpendicular to the longitudinal axis of the cylinder Cylinder head is. At least the outer cylinder, such as a three-cylinder in-line engine or a five-cylinder in-line engine to form symmetrical is particularly advantageous because the inlet openings of these cylinders are furthest away and equidistant from a common centrally located Gesamtansaugleitung and effects how pressure changes in the intake system are most noticeable in these cylinders, d. H. come to light.

In internal combustion engines having at least one cylinder head with three along the longitudinal axis of the cylinder head arranged in series cylinders embodiments are advantageous, which are characterized in that the intake systems of the two outer cylinders are symmetrical with respect to a median plane which divides the inner cylinder.

In internal combustion engines having at least one cylinder head with at least four cylinders arranged in series along the longitudinal axis of the cylinder head, embodiments are advantageous thereby are characterized in that both the intake systems of the two outer cylinders and the intake systems of the two cylinders arranged adjacent to the outer cylinders are each formed symmetrically to each other. Four or more cylinders open up the possibility of forming at least two cylinder pairs with two cylinders and symmetrically forming the intake systems of the two cylinders of each cylinder group, at least in the area of the cylinder-associated intake lines.

In internal combustion engines having at least one cylinder head with four cylinders arranged in series along the longitudinal axis of the cylinder head, embodiments are advantageous, which are characterized in that both the intake systems of the two outer cylinders and the intake systems of the two inner cylinders are symmetrical to one another. Then the middle plane runs between the two inner cylinders.

Embodiments of the internal combustion engine in which the intake lines merge within the at least one cylinder head to form a total intake line are advantageous.

The intake lines of the cylinders then lead together to form a Gesamtansaugleitung to form a built-in cylinder head intake manifold. This measure leads to a small volume and a small surface of the intake system in the region of the intake manifold with the advantages already mentioned. In addition, the assembly is simplified and there are cost advantages.

The compressor of an exhaust gas turbocharger can be placed close to the inlet openings of the cylinders, so that a good response of the internal combustion engine is ensured. The volume of the piping between the inlet ports of the cylinders and the compressor is further reduced.

Embodiments of the internal combustion engine in which the intake lines outside the at least one cylinder head merge to form a total intake line are also advantageous.

Embodiments of the internal combustion engine in which the cylinders whose intake systems are symmetrical to one another are also designed to be symmetrical with respect to the corresponding center plane, also with regard to a combustion system comprising a combustion chamber, a glow device, an ignition device and / or an injection device.

In the following the invention is based on three embodiments according to the 1a . 1b and 1c described in more detail. Hereby shows:

1a schematically and partially cut the cylinder head including intake manifold of a first embodiment of the internal combustion engine,

1b schematically and partially cut the cylinder head including intake manifold of a second embodiment of the internal combustion engine, and

1c schematically and partially cut the cylinder head including intake manifold of a third embodiment of the internal combustion engine.

1a shows schematically and partially cut the cylinder head 10 including intake manifold 8a . 8b a first embodiment of the internal combustion engine.

The cylinder head 10 has four cylinders 1 . 2 . 3 . 4 along the longitudinal axis 10a of the cylinder head 10 arranged in series. The cylinders 1 . 2 . 3 . 4 be via intake system 8th supplied with charge air.

Every cylinder 1 . 2 . 3 . 4 has two inlet openings 1a . 1b . 2a . 2 B . 3a . 3b . 4a . 4b for supplying the charge air, wherein to each inlet opening 1a . 1b . 2a . 2 B . 3a . 3b . 4a . 4b a suction line 5 ₁ , 5 ₂ , 5 ₃ , 5 ₄ leads. The suction lines 5 ₁ , 5 ₂ , 5 ₃ , 5 _{4 of} the cylinders 1 . 2 . 3 . 4 lead under formation of a collection point 7a and forming an intake manifold 8a . 8b to a total intake pipe 7 together, with the suction lines 5 ₁ , 5 ₂ , 5 ₃ , 5 _{4 of} the cylinders 1 . 2 . 3 . 4 outside the cylinder head 10 each to a cylinder-associated Teilansaugleitung 6 ₁ , 6 ₂ , 6 ₃ , 6 ₄ merge before these Teilansaugleitungen 6 ₁ , 6 ₂ , 6 ₃ , 6 ₄ to the total intake pipe 7 to merge. Consequently, the in 1a illustrated intake manifold 8a . 8b from an external intake manifold 8a and an internal intake manifold 8b together. Present lead a suction line 5 _{2 of} the second cylinder 2 and a suction line 5 _{3 of} the third cylinder 3 already in the cylinder head 10 together.

The two outer cylinders 1 . 4 and the two inner cylinders 2 . 3 each form a pair of cylinders comprising two cylinders 1 . 2 . 3 . 4 in the way that the intake systems of the two cylinders 1 . 2 . 3 . 4 a pair are formed symmetrically with respect to a median plane 9 that are perpendicular to the longitudinal axis 10a of the cylinder head 10 stands and one the two cylinders 1 . 2 . 3 . 4 along the longitudinal axis 10a of the cylinder head 10 Sharing connecting virtual route.

Ie. both the intake systems of the two outer cylinders 1 . 4 as well as the intake systems of the two inner cylinders 2 . 3 are each formed symmetrically to each other and this with respect to the same center plane 9 , which in this case also the Gesamtansaugleitung 7 Splits.

In addition, the two cylinders 1 . 2 . 3 . 4 each pair also formed with respect to the combustion system symmetrical to each other and in this case with respect to the ignition device 1d . 2d . 3d . 4d and the injector 1c . 2c . 3c . 4c , Every cylinder 1 . 2 . 3 . 4 is with a centrally located injector 1c . 2c . 3c . 4c as injector 1c . 2c . 3c . 4c and one as an ignition device 1d . 2d . 3d . 4d serving spark plug 1d . 2d . 3d . 4d equipped with respect to each cylinder pair the middle plane 9 are each arranged in mirror image to each other.

The total intake pipe 7 has a cross section that has no sudden change in the flow direction. In particular, the intake system 8th . 8a . 8b no plenary.

The intake manifold 8a points, however, in a transitional area 11 from the total intake pipe 7 to the collection point 7a towards a round inner wall 11a on. The round inner wall 11a serves the flow guide and thus acts a tearing of the flow from the inner wall 11a of the intake manifold 8a opposite. The in the transition area 11 provided round inner wall 11a has a comparatively large radius of curvature R ₁ .

The intake manifold 8a also points in the transition area 11 outside wall at an acute angle α ≤ 90 °, the one upstream of the transition region 11 from the outside to the Gesamtansaugleitung 7 applied first plane A with a downstream of the transition region 11 from the outside to the intake manifold 8a created second level B forms. The first plane A and the second plane B are parallel to the longitudinal axes of the cylinders. The acute angle α allows a pressure loss-free supply of the outer cylinder 1 . 4 the four-cylinder internal combustion engine with charge air under training only less or avoid flow turbulence. The large radius of curvature R ₁ has a supporting effect.

1b shows schematically and partially cut the cylinder head 10 including intake manifold 8a . 8b a second embodiment of the internal combustion engine. It should only the differences to the in 1a Otherwise, reference will be made to FIG 1a , The same reference numerals have been used for the same components.

Unlike the in 1a illustrated embodiment, the suction lines 5 ₁ , 5 ₂ , 5 ₃ , 5 _{4 of} the cylinders 1 . 2 . 3 . 4 inside the cylinder head 10 each to a cylinder-associated Teilansaugleitung 6 ₁ , 6 ₂ , 6 ₃ , 6 ₄ together before these partial suction lines 6 ₁ , 6 ₂ , 6 ₃ , 6 ₄ then outside the cylinder head 10 to the total intake pipe 7 to merge. The in 1b illustrated intake manifold 8a . 8b also consists of an external intake manifold 8a and an internal intake manifold 8b together.

1c shows schematically and partially cut the cylinder head 10 including intake manifold 8b a third embodiment of the internal combustion engine. It should only the differences to the in 1a Otherwise, reference will be made to FIG 1a , The same reference numerals have been used for the same components.

Unlike the in 1a illustrated embodiment, the suction lines 5 ₁ , 5 ₂ , 5 ₃ , 5 _{4 of} the cylinders 1 . 2 . 3 . 4 inside the cylinder head 10 to the total intake pipe 7 together. The in 1c illustrated intake manifold 8b is therefore an internal intake manifold 8b ,

LIST OF REFERENCE NUMBERS

1

first cylinder, outboard cylinder

1a

Inlet opening of the first cylinder

1b

Inlet opening of the first cylinder

1c

Injector of the first cylinder, injector

1d

Spark plug of the first cylinder, ignition device

2

second cylinder, internal cylinder

2a

Inlet opening of the second cylinder

2 B

Inlet opening of the second cylinder

2c

Injector of the second cylinder, injector

2d

Spark plug of the second cylinder, ignition device

3

third cylinder, internal cylinder

3a

Inlet opening of the third cylinder

3b

Inlet opening of the third cylinder

3c

Injector of the third cylinder, injector

3d

Spark plug of the third cylinder, ignition device

4

fourth cylinder, outboard cylinder

4a

Inlet opening of the fourth cylinder

4b

Inlet opening of the fourth cylinder

4c

Injector of the fourth cylinder, injector

4d

Spark plug of the fourth cylinder, ignition device

5 ₁

Suction line of the first cylinder

5 ₂

Suction line of the second cylinder

5 ₃

Suction line of the third cylinder

5 ₄

Suction line of the fourth cylinder

6 ₁

Partial suction line of the first cylinder

6 ₂

Part intake line of the second cylinder

6 ₃

Partial suction line of the third cylinder

6 ₄

Part intake line of the fourth cylinder

7

Gesamtansaugleitung

7a

collection

8th

intake system

8a

external intake system, external intake manifold

8b

Internal intake system, internal intake manifold

9

midplane

10

cylinder head

10a

Longitudinal axis of the cylinder head

11

Transition area

11a

inner wall

A

first floor

B

second level

α

angle

m _AGR

Mass of recirculated exhaust gas

_{Fresh air}

Fresh air mass

R ₁

Radius of curvature of the inner wall in the transition area

x _AGR

Exhaust gas recirculation rate

Claims (18)

Internal combustion engine with at least one cylinder head ( 10 ) with at least one cylinder ( 1 . 2 . 3 . 4 ) with a piston displaceable along a longitudinal axis of the cylinder, the at least three inlet openings ( 1a . 1b . 2a . 2 B . 3a . 3b . 4a . 4b ) for supplying charge air into the at least one cylinder ( 1 . 2 . 3 . 4 ) via intake system ( 8th . 8a . 8b ), wherein - to each inlet opening ( 1a . 1b . 2a . 2 B . 3a . 3b . 4a . 4b ) a suction line ( 5 ₁ , 5 ₂ , 5 ₃ , 5 ₄ ), and - the suction lines ( 5 ₁ , 5 ₂ , 5 ₃ , 5 ₄ ) with the formation of a collection point ( 7a ) and an intake manifold ( 8a . 8b ) to a total intake line ( 7 ), characterized in that - the total intake line ( 7 ) has a cross-section which has no sudden change in the flow direction. Internal combustion engine according to claim 1, characterized in that the intake system ( 8th . 8a . 8b ) has no plenum. Internal combustion engine according to claim 1 or 2, characterized in that the at least one cylinder head ( 10 ) at least two along the longitudinal axis ( 10a ) of the cylinder head ( 10 ) cylinders arranged in series ( 1 . 2 . 3 . 4 ) having. Internal combustion engine according to one of claims 1 to 3, characterized in that the at least one cylinder head ( 10 ) at least three along the longitudinal axis ( 10a ) of the cylinder head ( 10 ) cylinders arranged in series ( 1 . 2 . 3 . 4 ) having. Internal combustion engine according to claim 4, characterized in that each cylinder ( 1 . 2 . 3 . 4 ) an inlet opening ( 1a . 1b . 2a . 2 B . 3a . 3b . 4a . 4b ) for supplying charge air via intake system ( 8th . 8a . 8b ) having. Internal combustion engine according to claim 3 or 4, characterized in that each cylinder ( 1 . 2 . 3 . 4 ) two inlet openings ( 1a . 1b . 2a . 2 B . 3a . 3b . 4a . 4b ) for supplying charge air via intake system ( 8th . 8a . 8b ) having. Internal combustion engine according to one of the preceding claims, characterized in that the intake manifold ( 8a . 8b ) in a transitional area ( 11 ) from the total intake line ( 7 ) to the collection point ( 7a ) a round inner wall ( 11a ) having. Internal combustion engine according to claim 7, characterized in that in the transition region ( 11 ) provided round inner wall ( 11a ) at least in sections has a radius of curvature R ₁ with R ₁ ≥ 15 mm. Internal combustion engine according to claim 8, characterized in that: R ₁ ≥ 20 mm. Internal combustion engine according to claim 8 or 9, characterized in that: R ₁ ≥ 25 mm. Internal combustion engine according to one of claims 8 to 10, characterized in that: R ₁ ≥ 30 mm. Internal combustion engine according to one of claims 7 to 11, characterized in that the intake manifold ( 8a . 8b ) in the transition area ( 11 ) outside wall has an acute angle α ≤ 90 °, the one upstream of the transition region ( 11 ) from the outside to the Gesamtansaugleitung ( 7 ) first level A with a downstream of the transition area ( 11 ) from the outside to the intake manifold ( 8a . 8b ) formed second plane B, wherein the first plane A and the second plane B parallel to the longitudinal axis of the at least one cylinder ( 1 . 2 . 3 . 4 ). Internal combustion engine according to one of the preceding claims with at least one cylinder head ( 10 ) with at least three along the longitudinal axis ( 10a ) of the cylinder head ( 10 ) arranged in series cylinders ( 1 . 2 . 3 . 4 ), characterized in that the intake systems of the two outer cylinders ( 1 . 4 ) are formed symmetrically with respect to a median plane ( 9 ) perpendicular to the longitudinal axis ( 10a ) of the cylinder head ( 10 ) stands. Internal combustion engine according to claim 13 with at least one cylinder head ( 10 ) with three along the longitudinal axis ( 10a ) of the cylinder head ( 10 ) arranged in series cylinders ( 1 . 2 . 3 . 4 ), characterized in that the intake systems of the two outer cylinders ( 1 . 4 ) are symmetrical with respect to a median plane ( 9 ), which the inner cylinder ( 2 . 3 ) Splits. Internal combustion engine according to one of claims 1 to 13 with at least one cylinder head ( 10 ) with at least four along the longitudinal axis ( 10a ) of the cylinder head ( 10 ) arranged in series cylinders ( 1 . 2 . 3 . 4 ), characterized in that both the intake systems of the two outer cylinders ( 1 . 4 ) as well as the intake systems of the two to the outer cylinders ( 1 . 4 ) adjacent cylinders ( 2 . 3 ) are each formed symmetrically to each other. Internal combustion engine according to claim 15 with at least one cylinder head ( 10 ) with four along the longitudinal axis ( 10a ) of the cylinder head ( 10 ) arranged in series cylinders ( 1 . 2 . 3 . 4 ), characterized in that both the intake systems of the two outer cylinders ( 1 . 4 ) as well as the intake systems of the two inner cylinders ( 2 . 3 ) are each formed symmetrically to each other. Internal combustion engine according to one of the preceding claims, characterized in that the intake lines ( 5 ₁ , 5 ₂ , 5 ₃ , 5 ₄ ) within the at least one cylinder head ( 10 ) to a total intake line ( 7 ) merge. Internal combustion engine according to one of claims 1 to 16, characterized in that the intake lines ( 5 ₁ , 5 ₂ , 5 ₃ , 5 ₄ ) outside the at least one cylinder head ( 10 ) to a total intake line ( 7 ) merge.

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